Revealed less than two weeks ago, the BMW M2 Coupe is already in the attention of Alpha-N Performance aftermarket specialist.
It will be a while until deliveries of the first ever M2 will start, but that hasn’t stopped this tuner from providing a sneak preview of their M2-RS upgrade package which will take the 3.0-liter six-cylinder turbo engine from the series 370 PS (272 kW) to 480 PS (353 kW) by implementing a chip-tuning box and also a water injection system.
The massive power bump will have a significant impact on the car’s performances, so the 0-62 mph (0-100 km/h) sprint will take a lot less than the 4.5 seconds needed by the standard M2 fitted with the six-speed manual gearbox (4.3s with the seven-speed DCT). BMW installs a 155 mph (250 km/h) electronic speed limiter, but maybe Alpha-N Performance is willing to remove that to unlock the car’s full potential.
Besides the healthy power boost, the M2 can get an adjustable coilover suspension and a more aerodynamic body kit made from carbon fiber which among others includes a four-position adjustable rear wing. To cut weight as much as possible, the tuner says they are working on a carbon fiber roof while a Clubsport version is also planned with lightweight race seats , half or full roll cage as well as lightweight 19-inch OZ Superforgiata wheels wrapped around in 245/35R19 front and 265/35R19 rear tires.

The BMW M2 was revealed in October, but it seems the manufacturer is not ready with all the extra equipment for the model.
The sports coupe already features a quite aggressive body kit, but BMW is apparently working on even more aerodynamically-optimized M Performance kit. A set of spy photos, posted on BimmerPost, shows we could expect some cool additions to the aero package, including slightly reshaped front aprons, modified side skirts, bigger boot lid, and a modified diffuser at the back.
Probably the biggest improvement will be the new M Performance exhaust system with slightly bigger pipes than the standard system.
These parts appear to be different from those the company introduced for the M2 at the SEMA tuning show. Earlier this month we saw a blacked out kidney grille with a glossy black surround, side mirror caps and rear spoiler with carbon fiber finish, and Alcantara-wrapped sports steering wheel in the interior.
We don’t expect any technical changes to come with the new accessories, so look for the same 3.0-liter M TwinPower Turbo, pushing out 365 bhp (268 kW) and 343 lb-ft (464 Nm) of torque with 369 lb-ft (499 Nm) overboost function. If you order the standard 6-speed manual gearbox, you will receive a 0-100 km/h (0-62 mph) sprint in 4.4 seconds, while the optionally available 7-speed dual-clutch automatic provides 0.2 seconds faster acceleration.

German media is reporting the recently introduced BMW M2 Coupe is going to be discontinued in 2020.
The news comes from bmwarchiv.de, a reputable source in this business and the report issued states the M2 will be phased out in 2020. It means production will span over the course of up to five years at the Leipzig factory where BMW also assembles the 1-Series five-door, 2-Series Coupe & Convertible, 2-Series Active Tourer, and the i3 & i8 duo.
While the 1-Series M Coupe was offered in limited quantities, sources close to BMW are saying its successor could reach a total production run of as much as 11,000 cars. If we do the math, it means up to 2,200 units will be produced on average each year during the model’s entire lifecycle.
It’s not known at this point whether the M2 Coupe will eventually spawn an M2 Convertible, but it would make sense since the M4 and M6 both have open-top versions. In addition, the warm M235i is also offered with a retractable roof, so maybe the fully-fledged M version will also go down that road. If it will happen, the car won’t be as quick as the coupe because of the added weight commanded by the more complex roof.

The folks over at 2ertalk.de have some new real life photos of the BMW M2 in two of the four launch colors – Mineral Grey …

The folks over at 2ertalk.de have some new real life photos of the BMW M2 in two of the four launch colors – Mineral Grey and Sapphire Black. The upcoming BMW M2 is probably the most hotly anticipated BMW that we can remember. We can’t think of another Bimmer that had as much buzz generated before its release than the M2. Hence why every photo and video creates an enormous amount of buzz.
There’s good reason for this of course, the M2 is the spiritual successor to the transcendent 1 Series M and is probably the most perfect recipe for an M car since the E46 M3.
Apparently, the only colors to be offered are, the official launch color, Long Beach Blue, Alpine White, Mineral Grey and Sapphire Black. These colors pretty much color the bases for what an M car should have, but there are some suspicious missing colors. There’s always at least one interesting red or yellow color, making it sad that there won’t be one for the M2, but at least there’s the beautiful Long Beach Blue.
A source familiar with the BMW production process says the limitation of colors might have to do with the fact that it’s being built at the Leipzig facility. This plant only has a small paint booth, with maybe 8-12 colors, and have numerous car models produced in the plant so it’s possible the Leipzig is a little tight on colors.
BMW will debut the new M2 in two weeks time at the 2016 Detroit Auto Show, followed shortly by the international media launch. The market launch was set for April.

We are live at the North American International Auto Show in Detroit and our photographer on duty has immortalized the BMW M2 Coupe .
Showcased in a lovely Long Beach Blue paint, the M2 signals BMW’s spiritual successor of the beloved 1 Series M Coupe. The flagship 2 Series sits above the M235i and is equipped with a turbocharged six-cylinder 3.0-liter engine generating 365 horsepower and 343 pound-feet of torque. Ideal for overtaking, the motor benefits from an overboost function that will increase torque to 369 lb-ft for a short amount of time.
The motor is linked as standard to a six-speed manual to enable a sprint to 60 miles per hour in 4.4 seconds. An optional seven-speed, dual-clutch gearbox will reduce the sprint to 4.2 seconds. Regardless of choice, there’s an electronic top speed limiter programmed to kick in at 155 mph (250 kph). Go for the optional M Driver’s Package and the limiter is bumped to 168 mph (270 kph).
Sourced from the M3 & M4 duo are the aluminum front and rear axles as well as the aluminum suspension components. It comes as standard with an M-prepared electronic power steering system and an Active M Differential. A strong engine requires additional stopping power, so the engineers at M fitted the M2 with larger vented & perforated discs paired to four- and two-piston calipers.
Besides the Long Beach Blue metallic paint, BMW also sells the M2 in Alpine White, Mineral Grey, and Black Sapphire. Production commenced back in October at the company’s factory in Leipzig, Germany. There’s no word about how many units BMW plans to assemble, but the total production run will likely surpass the aforementioned 1 Series M Coupe.
The BMW M2 is scheduled to hit US dealerships this April from $51,700 plus destination & handling.

The 2002 Turbo. The original E30 M3. The 1M Coupe. Clearly BMW has a long and distinguished history of producing some of the best performance cars on the planet. But the brand has also been guilty of producing some very… shall we say, lackluster people-carriers over the last few years.

Maybe lackluster’s too strong a word. But the company that puts out the 5 Series Gran Turismo and the X6 is clearly a very different one that stuffed racing-built engines into family sedans in the ‘80s and ‘90s. Even the latest 3 Series needed a bit of work.
Here to address your grievances is the long-awaited 2016 BMW M2, the M-ified version of the stellar 2 Series coupe. And it will do so with mighty turbocharged power and nasty track-ready sideways action.

(Full disclosure: BMW needed me to drive the new M2 so much that they flew me to Los Angeles to drive the new Mini Cooper Convertible. Then flew me to Monterey to drive the BMW X4 M40i. Finally they let me drive the M2, and all was forgiven.)

At first glance the M2 is a handsome car. At second glance, it’s still handsome. BMW got all of the proportions right on this one.
Unlike the 1M which, despite its performance potential, looked like cats would try to bury it if you parked it near a litter box, the M2 is a really sharp-looking car from all angles—especially the all important front ¾ view.
BMW has gone with the tried and true M method of Wider is Better with extended fender flares (front: 55 mm, rear: 80 mm) which house the the lightweight 19-inch forged wheels (front axle: 9 x 19, rear axle 10 x 19) and the now-ubiquitous Michelin Pilot Super Sport tires (front: 245/35ZR19, rear: 265/35ZR19.)
Capping everything off are these awesome, super aggro front and rear bumpers. When you mix all of those ingredients together you end up with one of the better-looking BMWs in the past decade.
Where the 1M looked like a bit of a parts bin special, the M2 looks like it was designed along side the 2 Series from the start—just with ass-kicking in mind. The interior has not been completely forgotten, either, although it hasn’t received quite the makeover as the exterior. The main performance upgrade there is the addition of adjustable bolsters to the already supportive 2 Series seats.
Other than that interior tweaks are mainly limited to appearance. Porous carbon trim lines every available surface and Alcantara is wrapped around the door cards and parking brake lever boot. And to make sure you (and more importantly your passengers!) know how much money you spent, there are the infamous, ubiquitous, annoying M badges everywhere. They did not skimp on those.
So now that we know that it looks the part, how does it go?
Let me put this as simply and clearly as I can: Real Fucking Quickly. The heart of any M car is the engine, and the numbers on this one are definitely worthy of its M status. The 3.0-liter inline six cylinder turbo puts out 370 horsepower at 6,500 rpm. Peak torque is 343 pound feet, which can be increased to as much as 369 pound feet for a short period with an overboost feature.
This is the N55 engine, the same twin-scroll single turbo engine as the M235i, not the S55 used in the M3 and M4. But the N55 is a really good motor to start with. Here it gets several notable revisions like the S55's forged steel crankshaft, crank bearings and pistons, plus an upgraded oil cooling system.
All of that gets the M2 to 62 mph (100 km/h) in a very quick claimed 4.3 seconds, with the optional seven-speed M Double Clutch Transmission. (More on that in a second.)
Electronic nannies limit top speed to 155 mph, which is still way more than enough to have fun with, as we never ran into the limiter during our time at Mazda Raceway Laguna Seca. BMW also claims that an M2 equipped with the M DCT transmission with get a combined 35.8 Imperial MPG on the European fuel economy cycle (that’s likely around 30 MPG U.S.) I never saw anything close to that over the weekend so maybe that’s running downhill, with a tailwind, while being pushed by a Prius…. in a vacuum. That being said, I saw low-to-mid 20’s while under “spirited” driving on the roads around Monterey, so I wouldn’t completely discount BMW’s claims.

Showing that BMW has not forgotten us enthusiasts, the M2 comes with two gearbox offerings: the M DCT, which also pulls duty in other M cars, and a six-speed manual. And unlike the last 1M, there’s a DCT option if paddle shifting is more your deal.
Choices! We are still living in glorious times! Our German quartermasters only let us lose on track with the M DCT so as not to risk potentially losing an engine to a missed shift over-rev while trying to chase longtime BMW factory driver Bill Auberlen around Laguna Seca. And since Bill’s driving style has always been “It’s not about winning but how much you win by”, over-driving the M2 to keep him in your sights would be forgiven (unless I blew the motor.)

Having tons of experience at Mazda Raceway Laguna Seca was fortunate for me as Bill was on it straight out of the pits. The other fortunate thing was how forgiving the M2 is to drive.
It inspires huge amounts of confidence and has massive amounts of grip, but more importantly it is incredibly well-balanced and surprisingly easy to drive at the limit. I can clearly see how the car ran a (claimed) time of 7:58 at the Nürburgring. In pushing harder, as Bill was gapping me a bit, the main characteristic of the M2 was very light understeer. And that was a bit tough to feel as the electric steering is still on the numb side. But as the car is so well balanced it was easy to control with my right foot—that is, once I went past the Sport + setting and turned all the nannies off.
Fortunately the BMW engineers trusted me enough with that tidbit of information for my second session out on track. With Sport+ engaged the electronics will give you a huge range to play with in either understeer or oversteer, but as soon as you use the throttle to balance either one of those, the computer starts pulling power to help you keep the car on track. The effect is so subtle that I wouldn’t have even realize it was happening other than when I started consistently losing ground to Bill.

Now the unfortunate reality is that very few M2s will ever see the track. So as much as it pained me to end my fun playing Catch The Factory Driver, I left Laguna Seca with a manual transmission M2 to head out to one of my favorite test roads: the Pacific Coast Highway towards Big Sur.
One of the main reasons I like this road so much, besides the fact that it is spectacularly beautiful, is that it is one of the most elementally-abused roads in the world. Between the rough pavement and the never ending corners, the PCH does more it expose a car’s flaws then any other road I know of.
It shows the level of confidence that BMW has in this car that their recommended route consisted entirely of this stretch of the PCH in a car without active suspension. Ze Germans are very brave indeed. But the M2 handled the PCH with very high marks. Yes, without active dampers the car can ride a bit harsh, but it’s nothing that I couldn’t live with on a day-in, day-out basis. More importantly, the car maintained its balance and stability that it showed on the smooth confines of the race track while dealing with the less than smooth roads of the PCH.
The manual is definitely a big win for the M2. Now I am going to say something very heretical for those who pray at the House of Jalop. Normally, for a car that I am going to drive as a daily driver, I would take the M DCT over the manual every time. Sure, I love running through the gears as much as the next guy (maybe even more!), but for everyday practicality I don’t mind a good automatic.
However as a weekend toy, the manual would be my choice. With the M2 that choice would be far more difficult.
Not only is the M2's manual one of the best in the business with easy, short throws and a perfectly-balanced clutch, the insanely wide torque band (max torque from 1,400 RPM to 5,560 RPM) of the M2 means that you can pretty much leave the car in fourth gear and just putter around.
Whenever you need a quick burst of speed, just put foot to floor and boom! The offending Prius or gardening truck will shortly disappear in your mirrors. All without ever touching the shift lever. Is the M2 the perfect M? It is hands down better than the M4, which has turned into more of a grand tourer than a sports car.
But it falls a bit shy of the now-mythical 1M. That car was a far more focused machine that rewarded the best drivers who had the guts to extract the most from it. The M2 is very fast and very good, but it’s also a bit more mainstream. The M2 has a much broader target audience, and hence it is a little watered down.
That being said I think a much wider range of drivers will get way more enjoyment out of the M2 than the 1M. It’s easier to drive harder without the downside of scaring the bejesus out of you at random intervals.
Plus, as the 1Ms haven’t depreciated in the slightest, you’d likely spend as much or more on a several-year-old car. At a base price of $51,700 there are very few cars (if any) in this segment that can match it. Even better would be to take BMW’s Euro Delivery Option with pick up at the BMW factory in Munich. This option saves you almost $2,600 off the price of the car and you get to spend a week or two playing around in Europe with your new car.
The new BMW M2 will definitely show the world that BMW has not forgotten how to make “Ultimate Driving Machines” when it arrives at dealerships everywhere this April.
It may not be as maniacal as the 1M was, but it’s going to make a lot drivers very happy—and no one will accuse it of being soft.

Photo by the author.
The kids, they sure do like the BMW M2. Considering how popular the car is (and how it’s crazy expensive and hard to buy), it only makes sense that there’s reportedly a more powerful edition looming on the horizon.

According to a report (in German) by Bimmer Today, the automaker is planning a 400 horsepower BMW M2 “CS” variant that will borrow the 3.0 liter twin-turbo six-cyliner powerplant from the M3 and M4 (yes, they have different 3.0 liter twin-turbo inline-six engines), and maybe some suspension parts, too.
So the M3/M4 engine and suspension in an M2. So, like, an M2.5? M2.9999?

Calling the special edition M2 a “CS” and not the usual “CSL” would cut out the “lightweight” moniker. That would probably be accurate if the car is 1. real, and 2. actually getting the M3 parts. Hauling a beefier engine and beefier suspension might not do much for lightening weight.
There will also likely be some aerodynamic and styling flourishes. Maybe it will look like that 2002 Hommage concept. Maybe not. I’m just guessing.
Either way, more BMW M2 is better for all of us, even if we will likely never get a production drop-top, which would be so easy; like come on, BMW, just put the wind in my hair with the ///M flair already.

The BMW M2 Coupe – for all its sporty and elegant glory – has been the subject of modification projects by several tuning firms. Now, G-Power, a German tuning company, has decided that it is now its turn to present its own version of the beloved M2 coupe.

The most glaring change to the BMW M2 coupe -- as done by G-Power -- concerns its M inline 6-cylinder N55 engine. Released in 2011, the N55 engine earned the Ward’s Auto Best Engine of the Year award for its class three years in a row. Even though it has been replaced by BMW’s B58 engine, the N55 engine remains one of the most beloved powerplants by BMW enthusiasts.
This compact M inline 6-cylinder engine is able to produce 272 kW (370 hp) of max output and 465 Nm of peak torque. Since the BMW M2 coupe weighs around 1,570 kg, it has a weight-to-power ratio of 5.5 kg/kW. Top speed is electronically limited at 250 km/h. This engine with a capacity of 2,979 cc could accelerate the M2 coupe from zero to 100 km/h in just 4.5 seconds.
As we can see, the stock version of the BMW M2 Coupe could not really be called underpowered. It is just that G-Power wanted the BMW M2 Coupe to become more potent, so it tuned its N55 engine that way. Just like its previous projects, G-Power relied on an external power module. This is not surprising considering that BMW has already pushed the N55 engine to the limit, which means it would be hard to squeeze more performance sans any hardware changes.
Thus, for the BMW M2 Coupe, G-Power is offering the Bi-Tronik 2 V1, or the Bi-Tronik 5 V1 external power module. No matter which module is selected, the resulting power would be 410 PS (404 hp) of max output and 570 Nm (420 lb-ft) of peak torque. While only 40 hp was added to the overall output, the modules have fully retained the engine’s protection protocols, which means reliability would never be an issue.
With this amount of power at its disposal, the BMW M2 coupe by G-Power could dash from standstill to 200 km/h (124 mph) in just 14.5 seconds, which is regarded as an impressive figure. Not only that, G-Power’s tuning upgrade has also included a top-speed limiter removal. Once this limiter is removed, the BMW M2 coupe by G-Power could achieve a top speed of 290 km/h (180 mph), compared to just 250 km/h of the stock BMW M2 coupe.
Nonetheless, the BMW M2 coupe by G-Power also features a titanium sport exhaust system with 90 mm pipes that cuts backpressure while trimming 5.5 kg of weight. This tuned BMW M2 coupe also features a fully adjustable suspension kit that could lower the ride height between 20-45 mm at the front and 25-50 mm at the rear. In addition, the tuner provided the BMW M2 coupe with a new set of 20-inch G-Power Hurricane RR forged allow wheels wrapped in 245/30 tires.

Pictured: Regular BMW M2 Coupe
Oh, hey, look: it’s the BMW M2. You’re aware of this car, yes? A rear-drive, two-door and 365-horsepower sporty thing for tracky stuff. You get nice creature comforts inside, but BMW is now pulling a Porsche and taking them away and then selling that simplified version of the car to you for more money.

It’s called the BMW M2 Performance Edition, according to BMW forum Bimmerpost which looks like it got the information from a dealer. Sure, you’ll get some cool tracky shit like:

A tuned coilover suspension system

Titanium exhaust tips

M Performance exhaust

Black kidney and side grilles and mirror caps

M Performance illuminated door sill (!)

LED door projectors with customer “Performance Edition” image (!!)

Good and totally not mockable track day cred

Here’s what BMW is taking away from you:

Powered seats, to be replaced with manual-adjust ones without heat or lumbar

Harman Kardon audio system, to be replaced with a HiFi audio system

Smoker’s package

Mult-zone climate control, to be replaced with single zone

The M2 Performance edition will be offered in both manual and DCT. There will only be 150 of them and they will all be white. They will cost $61,695—nearly $10,000 more than a standard M2. However, white paint!
From what I hear, the normal M2 is already very good. Why change anything? But if I know M fanatics, I know that somebody is going to buy this car. And I’ll never understand them.

Just, like, find a nice BMW 1 Series Coupe?Update: A BMW spokesperson confirmed the M2 Performance Edition and that both manual and DCT versions of it will be available.

The updated range is expected for the 2018 model year, meaning a reveal can’t be far. In fact, photos of the updated M2 surfaced on a BMW website just this month.
The biggest visual tweaks have been made to the headlights which feature a sharper adaptation of BMW's signature "angel eyes," and look less round than before. The lights are now full LED units and feature a more pointed brow crease at the top, too. The taillights are also slightly revised, as is the rear bumper.
We aren’t expecting any major mechanical updates for the standard M2 which comes with a 3.0-liter twin-turbocharged inline-6 delivering 365 horsepower and 343 pound-feet of torque (369 lb-ft with overboost). We say “standard” because a sharper M2 CS is expected to be joining the fold. It’s the latter that’s featured here.
Like the M4 CS unveiled at the recent 2017 Shanghai auto show, the M2 CS should feature more power, a more aggressive aero package, and some weight-saving mods. There have also been rumors that the older N55 engine of the standard M2 could be replaced in this hardcore variant by the B58 modular inline-6 found in other BMW models.
We rated the M2 Motor Authority’s Best Car to Buy 2017, so an enhanced version of an already brilliant car is just icing on the cake.

BMW has unveiled lightly facelifted versions of the 2-Series Coupe and 2-Series Cabriolet ahead of a start to Australian sales for the mechanical identical rear-wheel drive siblings later this year.

Among the subtle exterior changes to BMW's entry level two-door models is a re-profiled front bumper with reshaped air ducts, standard bi-LED headlamps, LED tail lamps with an altered lens graphic and new alloy wheels ranging in diameter from 16- to 18-inches.

Inside, the 2-Series Coupe and 2-Series Cabriolet adopt a lightly altered dashboard with redesigned black panel instruments, redesigned air vents, new high gloss trim within the centre console, a sliding cover for the cup holders as well as a new touch operated 8.8-inch display and updated user interface for the iDrive infotainment system.

The subtly of the facelift is reflected in the engine line-up, which remains the same as before; the petrol units range from 100kW in the base 118i to 250kW in the M240i, while the diesels extend from 110kW in the 218d to 165kW in the 225d.

Buyers can choose between a standard six-speed manual or an optional eight speed automatic in most models. Alongside standard rear-wheel drive, the more powerful engines can also be allied to an optional four-wheel drive xDrive system.

At the top of the line-up is the facelifted M2. It benefits from the detailed design revisions brought to the exterior and interior of less powerful versions of the 2-Series Coupe, while retaining the same 272kW turbocharged 3.0-litre in-line six-cylinder petrol engine as before.

Prices for the various 2018-model-year 2-Series Coupe and 2-Series Cabriolet models are yet to be made official, though BMW officials suggest they will remain at or close to the levels of the existing models.

It's a classic M-division go-faster recipe: more power, sharper chassis mods and lower weight. The latter is said to fall by some 25kg, thanks to an aluminium roof, composite panels, thinner glass and bespoke sports seats.
The full story is told in the July 2017 issue of CAR (above), where we reveal more details, extra artist's impressions and additional info of the fastest Two yet.
Brakes, wheels and suspension are all beefed up to cope with the CS's extra performance, granted by an engine overhaul and added turbo boost. The 3.0-litre straight six is breathed on by two blowers, swelling power to 402bhp and torque to 370lb ft.
Those 37bhp and 27lb ft increases point to improvements in all the key performance criteria: CAR's Munich sources suggest 0-62mph tumbles to just 4.2sec. Make no mistake, the 2018 M2 CS is a pretty serious bit of kit, stepping perilously close to the M3 and M4 twins...

We've previously scooped the M2 CS out winter testing (above). The exhaust arrangement is one clue, closely resembling that of the current M3 and M4. The cooler for the dual-clutch transmission has moved, too. Ordinarily it can be glimpsed through the front grille ‘kidneys’, not so in this case – but plumbing visible through the lower parts of the front spoiler indicates the M3/M4’s ‘S55’ engine.So when can I buy a BMW M2 CS?

Our sources reveal the car will be launched in the second quarter of 2018, pointing to a world debut at the Geneva motor show.
We expect the CS to be in UK showrooms by summer 2018, carrying a price estimated to rise to some £52,000. That's a premium of around £8k over a regular or garden M2.

Although the BMW M2 has earned the sort of rave reviews that the famous M Division had been falling short of in the few years before its release, the Munich speed freaks have kept their feet well and truly on the loud pedal with an even madder M2.
The M2 CS will use the S55 double-blown straight-six from the M3/M4 brothers to give an extra performance kick over the usual M2 motor, which is apparently close to its performance limits bearing in mind cooling and reliability. There’s also speculation that using the S55 platform will allow better production efficiency for an M2 GTS to follow the CS as the M2’s run-out final hurrah.
It’s a car we’ve known about for a while, but now we know how powerful it’ll be, courtesy of a new report in Car Magazine.

In the M2 CS, the 3.0-litre twin-turbo straight-six will shove 402bhp and 370lb ft to the rear wheels, marking 37bhp and 27lb ft increases over the standard M2. Weight is said to drop by 25kg thanks to an aluminium roof, composite body panels, thinner glass and lightweight seats unique to the CS. It’s not a limited edition, but it should still feel special.
It will smash into its 155mph speed limited unless BMW decides to set the bar higher for the CS. The 0-62mph sprint is shot down in 4.2 seconds; just a tenth faster than the regular M2 because of the obvious traction issues, but beyond that speed the CS should come into its own both in a straight line and on track.
It’s expected that production will start in March next year, with deliveries slated for the summer. UK prices should be around the £52,000 mark, which should make the near-£54,000 four-cylinder Porsche 718 Cayman S very nervous…

And that makes complete sense.
It’s no secret that BMW is preparing a hardcore M2, potentially to be called the M2 CS, and it could debut as early as September at the Frankfurt Motor Show. We’ve seen it testing once before at the Nurburgring, and at the time we figured it’d be fitted with a detuned version of the M3/M4’s 3.0-liter turbocharged straight-six engine. And now we know pretty much for sure BMW has opted for this engine. Automotive Mike just recently filmed an M2 CS prototype back at the Nurburgring and the sound it makes is nearly identical to that of the M3/M4.

It’s much throatier than the M2’s acoustics. The car itself, though hidden in the usual camo, does feature new headlights, taillights, and grille. It will look unique compared to the M2. And because of the sheer amount of power going to the wheels, the M2 CS will feature much larger steel brakes (carbon ceramics will probably be an option).

And M3 exhaust is also likely. With the M3 Competition Package, this engine produces 444 hp but it’ll be slightly less powerful in the M2 CS, figure around 400 hp. That’s still a significant upgrade from the M2’s 365 hp. Other modifications will include various suspension tweaks and additional aerodynamic parts, specifically a new front bumper, front splitter and rear wing. BMW seems to be getting the M2 CS ready for battle against the Porsche Cayman GT4, and that’s one head-to-head we can’t wait to see.

The hottest M2 yet could debut at the Los Angeles Auto Show.
New details have emerged about the upcoming 2018 BMW M2 CS.

Spanish website Motor.eslearned the CS -- a name which isn't official yet -- will be limited to just 1,000 examples worldwide. Each one will come with a specific plaque engraved with its serial number, and the car will only be available through select BMW dealerships. In other words, act fast if you want to put one in your garage because there will certainly be more demand than supply.

The M2 CS will receive the same turbocharged 3.0-liter straight-six engine as the M4. It will deliver 405 horsepower, a generous increase of 40 horses over the standard M2. Early rumors claimed a dual-clutch automatic would be the only transmission available, but Motor speculates a six-speed manual gearbox will also be offered. The six-cylinder will spin the rear wheels regardless of which transmission is chosen.

The list of mechanical upgrades will also include a sportier suspension and bigger brakes. Again, we expect BMW will borrow components from the bigger M4 whenever possible.

For the car spotters out there, the CS will stand out from the regular M2 with bigger air dams in the front bumper, model-specific wheels, a redesigned air diffuser out back, and a unique spoiler on the trunk lid. Buyers will be able to select one of two additions to the color palette named Sunset Orange -- a nod in the direction of the well-regarded 1-Series M -- and Hockenheim Silver.

Production of the BMW M2 CS will start in March of next year, and the first deliveries are tentatively scheduled for the following May. That time frame suggests the hottest M2 yet will debut either at the Los Angeles Auto Show or at the Detroit Auto Show.

The BMW 2 Series, at least in the United States, has been the last mainstream BMW two-door model to remain true to BMW's coupe naming scheme. Those days may be numbered, though, based on the prototype seen in these spy shots. The sloping roofline, small size, and two extra doors seem to suggest that BMW has a Gran Coupe version of the 2 Series in the works.

Though the trademark twin-kidney grille isn't visible, the roofline of this car is a dead giveaway that this is some kind of Gran Coupe BMW. It's a dramatically raked fastback with a short deck at the back. There's also the extra quarter window behind the rear door where a Hofmeister kink is visible, and it's easy to envision a Gran Coupe logo embedded in the glass. Another interesting design detail to note are the headlights and the grille area. The lights are swept way back, much like the Z4 concept and the Z4 prototypes we've seen. And like the new sports car, there seems to be a wide area between the lights that can be filled by a thin, stretched version of the twin-kidney grille.

The overall effect isn't quite as successful as other Gran Coupes, though. The car's small size means that the greenhouse is proportionally larger than on the larger BMWs. The result is that it looks a little closer to a Gran Turismo than a Gran Coupe. This class of subcompact luxury sedans doesn't exactly have a history of elegant vehicles, though. Both the Audi A3 and Mercedes-Benz CLA-Class look a bit stubby and awkward compared with their larger siblings.

One of the other big questions revolving around this subcompact BMW sedan is what the drive wheels will be. Though the 2 Series coupe is rear-wheel-drive with a longitudinal engine, the European 2 Series Active Tourer and Gran Tourer break BMW tradition and uses front-wheel drive with a transverse engine, so there's no guarantee a more practical 2 Series would be rear-drive. Taking a look at where the wheels are in relation to where the A-pillars begin, it's tough to say with any certainty what engine and drivetrain this sedan will use. The bases of the A-pillars definitely look closer to the wheels than on the coupe, but not as far forward as the 2 Series Active Tourer and Gran Tourer. One detail that could support a rear-drive theory is that when the car was just a rumor, it was reported that there could be an M2 version of the GranCoupe, and we don't see BMW doing a front-drive M car, at least not yet.

An exact timeline for the car's launch is nonexistent at the moment, but if we had to guess, we'd say expect to see a production model in a year or two. There may also be a concept within that time frame to preview the car.

It looks like the M Division is going to war against the Porsche 718 Cayman with guns blazing.
The saga of BMW’s special edition M2 is one that’s just beginning. If the high-po version of the M2 is anywhere near as good as it’s expected it to be, it’s story may not end until long after the final model has rolled off the assembly line. For now, we’re grabbing at every smidgen of information available for clues, and a rogue Bimmerpost member who’s somehow managed to snag the VIN numbers of BMW’s test vehicles may have uncovered the news we’ve wanted to hear the most.

That would be in regards to the engine slated to be stuffed into M2 CS (or, if a recent Road and Track report is correct, the M2 CSL). Running the VIN numbers through a public BMW VIN decoder reveals that the F87 chassis will feature a 3.0-liter inline-six S55 engine making about 405 horsepower. Also able to be derived from the given set of VIN numbers are the transmission options, which will include a six-speed manual gearbox, because why wouldn’t BMW offer a manual in what’s sure to be the best M car to date? For those that can't row their own gears or are too obsessed with lap times to care, a seven-speed M double clutch transmission will also be on the options list.

One Bimmerpost moderator went ahead and downloaded the build sheets for a couple of the coupes using the VIN numbers. In doing so, we get to learn about a few of the M2 CS’ other enticing amenities, which include an interior trim finished in high gloss black with chrome trim finishers, M Sport Brakes, a Park Distance Control, M Sport Seats, and an M Driver’s Package all available as standard or for a premium. M2 owners who want to buy a matching M2 CS will be happy to learn that the more spritely of the baby M cars will have almost all the base M2 options available to order. More curious to us is the fact that the M2 CS comes with no retractable armrest, a weight saving measure we previously saw on the M4 GTS.

The image posted on Instagram and shared by BMWBlog reveals a wider grille, finished in black, larger air intakes in the front bumper, which now adds parking sensors as well, and what appear to be slightly different side mirrors.
It may not be visible in the leaked photo, but the BMW M2 Competition will be slightly wider than the ‘regular’ car, so we expect larger fenders too. Elsewhere, the rear end of the car will likely become more aggressive, and new wheels should complete the look on the outside.
In the cabin, it will get some trim upgrades to differentiate itself from the current model, along with M Sport seats, and probably a few other touches made here and there.
Nevertheless, the biggest changes will include the tweaked or new suspension and brakes, and the S55 3.0-liter twin-turbo inline-six engine that’s used in the M3 and M4, detuned to make just over 400hp – it will replace the N55 365hp unit of the current M2.
BMW will reportedly pull the cover off the new M2 Competition in April, and put it into production in July, so expect it in showrooms in the second half of the year, as a 2019MY.
It’s possible that the BMW M2 Competition won’t be offered alongside the current M2, as it could replace it completely, but we’ll take it with a grain of salt, since the automaker hasn’t announced anything yet. PHOTO GALLERY

The leaked images were taken of the upcoming vehicle’s instrument panel, which has the words “M2 competition” on it. According to quduoheng, the forum user that posted the pictures, the images are “actually in the log from the current M2.” The pictures also provide a look at a red start/stop button, which can also be found on the M3 CS.
So far, we believe that the M2 Competition will be powered by a detuned version of the 3.0-liter twin-turbocharged inline-six that’s found in the M3 and M4. The engine could generate as much as 400 horsepower. The same transmission options, which include a six-speed manual and a seven-speed dual-clutch gearbox, will be available for the M2 Competition.
Like with other vehicles with the available competition package, the M2 Competition should have some extra upgrades to make it better suited for the track, as well.
The M2 Competition isn’t expected to come out at the 2018 Geneva Motor Show, but it could be at the Beijing Auto Show in April.PHOTO GALLERY

BMW is celebrating the success of its performance-oriented M2 by releasing a special-edition version with a name seemingly tailor-made for a syndicated TV show from the 1990s: Edition Black Shadow. It'll be available exclusively in — you guessed it — sapphire black metallic paint.
The coupe is given a dramatic, sinister look with the black finish and other treatments, but it keeps the M2's 370-horsepower, turbocharged straight six-cylinder engine, rear-wheel-drive setup and an optional seven-speed dual-clutch transmission. Together, it goes from 0 to 62 mph in 4.3 seconds.

The Black Shadow's existence is owed to BMW being in a celebratory mood: the M2 sold more than 12,000 units globally in 2017, it first full production year, making it the top-selling model from its M lineup. This "celebration" therefore includes 19-inch, black matte forged light alloy wheels with a Y-spoke design and carbon side mirrors. There's also carbon on the rear diffuser, black chrome on the double exhaust tips and a high-gloss black finish on the dual-kidney grille.

It goes on sale in April, though it wasn't immediately clear in which markets.

BMW will soon preview the M2 Competition online. We’ve lost count of the number of rumors and leaks we've seen of the new hardcore M2, which will apparently be dubbed the Competition – and yet BMW still hasn’t acknowleged its existance. That may soon about to change however, as new reports suggest the BMW M2 Competition will finally break cover on April 25, which happens to be the first media day of the Beijing Motor Show. However, we’ll get to see it before then as BMW will reportedly be previewing the hot performance coupe online ahead of its public reveal according to BMW Blog via Bimmertoday.

Set to replace the standard M2, updates to the new Competition model are said to be extensive. Under the hood, the M2 Competition will use a reworked version of the inline-six S55 engine borrowed from its bigger brother, the M4 Coupe. In the M4, this unit delivers 425 hp, but the report suggests it has been detuned to 410 hp and over 370 lb-ft of torque. If these sources are accurate, the hardcore M2 Competition will pack an extra 45 ponies over the standard M2. With this extra power on tap, expect the M2 Competition to improve on the regular M2’s 4.3-second 0-62 mph time. Top speed will likely still be limited to 155 mph, unless you upgrade to the M Driver’s Package, which raises it to 170 mph.As for the exterior design, the M2 Competition will look slightly different to the current model. Expect a sharper exterior with new front and rear aprons to further distinguish it from regular 2 Series cars, M mirrors, and new body colors including Silver Hockenheim and Sunset Orange. These upgrades will of course command a hefty price premium over the current M2. According to the report, BMW will charge an extra 10,000 euros (around $12,300) for the M2 Competition. Prices for the current M2 start at $54,500, so expect the hardcore Competition version to sell for around $65,000.

BMW’s smallest sports car deserves its capital M. When confronted with the existence of BMW's M division, it’s natural for any gearhead to conjure up immediate thoughts of the nimble M3 or barnstorming M5. These are the originals, after all, and when you’re put on the spot, it’s difficult to envisage anything but the pioneering German super sedans that helped BMW earn its performance halo. They're nothing but legendary, and they fully deserve that status. Still, that doesn’t mean the M3 and M5 are the only notable M cars of the lot. Not by a long shot.

At the first-ever BMW Group Test Fest at The Thermal Club circuit, south east of Palm Springs, I gave the baby 2018 BMW M2 my full attention. Introduced in 2016, the BMW M2 is the more powerful successor to the still-appreciating 1 Series M Coupe. (Seriously, try finding a 1 Series M in excellent condition for under $50,000.) It’s motivated by BMW’s revered 3.0-liter N55 twin-turbocharged inline-6, which produces a stout 365 horsepower and 343 lb-ft of torque when wedged in the engine bay of the diminutive coupe. With that much grunt on tap, the M2 can manage a sprint to 60 mph in 4.2 seconds, BMW claims, but only when mated to the Bavarian automaker’s M Double Clutch Transmission with launch control active.

With the six-speed manual box, the period to complete the same dash increases to 4.4 seconds—to which I say, who cares? Are you willing to give up being the master of your domain for a 0.2-second quicker sprint to 60 mph? The M2 is gifted numerous other enhancements over the 2 Series Coupe, such as an exhaust system with electronically controlled flaps to produce a more throaty note; lightweight axles, control arms, and wheel carriers; an underbody stiffening plate; and larger, wider, lightweight, 19-inch wheels with staggered 245 and 265 tires. Four-piston front and two-piston rear calipers clamp down on beefier-but-lighter 15- and 14.5-inch rotors to bring the M2 to a hurried stop.

An active M differential makes sure you get power to the ground as the M2’s M-developed electric power steering ensures its nose stays pointed in the right direction. There’s even some electronic wizardry in the form of the M Dynamic mode to aid in keeping the M2 the right-way around. That system, while usually set to neuter oversteer, can be set to let the car drift just ever so slightly to give drivers an extra degree of right-foot directional control. For this test, though, the upgrade list rolled on as the M2 we drove around the South Palm course at The Thermal Club was no typical example.

Just like the M4 Competition Convertible we tested during the same day, this M2 had been gifted a full smattering of M Performance parts available from BMW dealers nationwide, including carbon fiber body bits, an M Performance exhaust, an M Performance Suspension Retrofit, and—most importantly—Michelin Pilot Sport Cup 2 tires in place of the standard Pilot Super Sport donuts you’d get on a bone-stock M2. As I climbed into the M2, the first thing I noticed was how much I sat in the seats rather than on them. The aggressively bolstered throne gave my fairly thin 6-foot-1-inch frame a welcoming hug, though folks any larger than me may find it a bit tight.

Unlike the interior provided by the Honda Civic Type R, which was the last car I drove in anger on a race track, the M2’s cockpit enveloped itself around me, providing a sense of security. Some may find the high belt line a bit of a hindrance, but I was totally fine with it. I fired up the M2’s engine and we set off from the pit lane. Our first task of the day was to learn the track, and we were to do so by following our instructor over a few laps at much less than full trot. As we centipeded around, the instructor verbally demarcated our braking and turning points—or at least I think that’s what he was doing.

You see, certain performance upgrades can have unintended consequences, and for the M2 I was driving, the M Performance Exhaust was loud enough to completely drown out the radio. I'm all for a crisp, exciting engine and exhaust note, but even owners of Jaguar F-Types might be embarrassed behind the wheel in this. Unless you plan on using your M2 as a full-time track toy, there’s no point in spending the extra $2,540 to deafen yourself and everyone around you. Just skip it. Without audible advice, I matched up the lead car’s movements with the cues provided to us on track. Thankfully, South Palm is flat, so it wasn’t difficult to keep track of our leader, nor was it going to be difficult to hit my marks as we picked up speed for the second go around.

As we exited the last corner, I assumed the lead car would just up the velocity by a tenth. “Okay, let’s go,” crackled a voice over the two-way as he mashed the throttle in his M5. Predictably, I struggled to keep up. The contrasting power levels were put on display and I was left eating our instructor's dust. His car shrunk smaller and smaller in my windscreen until his brake lights came on, then I fluttered up behind in a hurry.
On the first corner, I didn’t have much confidence in the M2. Why would I? It’s a car I had never driven before in an environment with which I was totally unfamiliar. As I continued to gather my bearings, I buried the brake pedal and meandered my way to apex before rolling on the throttle again to finish the parabola.

It was the same simplistic exercise at the next corner, though this time I attempted to heel-toe my way down to third gear. The M2 seemed unperturbed with my sloppy footwork, and I again rolled through the corner without any drama. It wasn’t until the third corner that I caught on to what was happening with engine revs. All my effort spent tripping over the pedals was for naught. The M2 was rev-matching my shifts for me. Once that epiphany set in, I didn’t bother with the heel-toe shuffle and simply focused on the task at hand. There’s something to be said for a good set of tires. The Michelin Pilot Sport Cup 2 rubber provided much more grip than I would ever expect myself to exploit.

Turn after turn, the rear stayed planted and the front damped my half-baked attempts at smooth and predictable steering input. The M2’s M Dynamic mode also came into play here, ensuring my continued aliveness by reining me in when I dipped into the throttle too deep or wound in a tad too much steering lock. Braking, too, was a predictable exercise. My mashing of the middle pedal like a strongman with a sledgehammer trying to ring a carnival-game bell was answered with minimal ABS intrusion (likely due to the extra grip from the upgraded tires) and no lateral movement. Instead, the M2 decelerated itself in a rush of longitudinal G forces and even allowed me to trail brake a bit when diving into certain apexes. I felt like a hero.

Lap after lap, the M2 didn’t give up: there was no brake fade, no clutch slip, and no traction drop-off from the Michelins. Time and again, I hit my marks; time and again, the M2 reacted in exactly the same way as it did the lap before. Just as I was getting into my groove, the lead car slowed down to signal our time was up and the last lap upon us. Upon immediate reflection during our cool down, there was a moment when I tried to bring the car into mental focus. The M2 had made this whole track-driving thing rather easy—maybe a bit too easy. My gross steering and pedal inputs resulted in the Bimmer not giving the slightest of cares as it kept doing what it was programmed to do by its masters at M. Still, shouldn’t this be a challenge? Isn’t that the point?

Personally, I think the main point is to have the most fun someone can have and still drive home alive at the end of the day. On that mission, the M2 succeeds. As I shot my way out of these corners, I had no fear of spinning out. My confidence in the car was absolute. And while an adulterated take on what should be a purely mechanical machine, the M2 gives you just enough assist so you don't end up in the sand. It's quite the wonderful ballet. Once we arrived back in pit lane, I was informed the M2 could—in fact—be put in a mode where all nannies are off, where there is no rev-matching assistance, where I’d be left to my own devices. I don't think I'd bother. The 365-hp M2 was fun enough as it was.

The M2 punches well above its weight class, and does so without the wild visual pretense of the 1 Series M or the gargantuan price tags of other modern M models. You’d think it would have some natural German competitors, too, but it doesn’t. At Mercedes-Benz, the M2's closest performance pairing is the CLA 45, a four-door coupe stimulated by a turbocharged four-cylinder engine that sends power to all four wheels. The Audi RS 3 sedan uses the same formula: a four-cylinder engine and all-wheel drive. That only really leaves the ancient Nissan 370Z as the sole, direct, six-cylinder competitor to the M2, and the Japanese option is so old that its chassis has osteoporosis.

So it’s the M2 you want if you care about acquiring the least adulterated modern M car money can buy, and it's yours for a relative bargain at $54,500. Don't worry about all the M Performance parts. Instead, just give it the stickiest rubber you can fit around its 19-inch feet and have at it. Hell, you can even go for broke and turn off all those electronic aids if you want to make the hair on the back of your neck stand on end. But for me, I'll leave the nannies on for now. I want to continue feeling like a hero.